Carbureter.



O. G. ERICKSON.

CARBURETER.

APPLICATION FILED MAR. I4. |916.

S14/nemico@ 'EPIC/f6 ofi Patented Sept. 25, 191?.

2 SHEETS-SHEETI IIIII I I I II I IIII WIIIHIIIIW IlmlIn IIHIIIIIIIHIMIHIIIIIIIIIIILIWIIlIIIII IIIII Nv 0. G. ERICKSON.

CARBURETER.

APPLICATION FILED IIIAII. I4, 191s.

Patented Sept. 25, 1917.

2 SHEETS-SHEET 2.

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OSCAR Gr. ERICKSON, OF DETROIT,- MICHIGAN.

CARBURETER.

Specification of Letters Patent.

Patented Sept. 25, 1917.

Application led March 1/1, 1916. vSerial No. 84,140.

vcitizen ofy the United States, residing at Detroit, in the county of Vayne and State of Michigan, have invented certain new and useful Improvements in Carbureters, of whichy the following is a specification.

IMy invention relates to new and useful improvements in ycarbureters for internal combustionengines, the primary object of my invention being the provision of a carbureter in which the movement of the throttle valve controls both the admission of air to the carbureter and of the gasolene vor liquid fuel.

lAstill further-object of my invention consists lin providing a carbureter which may be adjusted for all engine speeds, this being accomplished by the provision of a low speed adjustment, an intermediate or accelerating speed adjustment, and a high speed adjustment,the two latter adjustments being, to a certain extent, mutually Idependent upon each other.

In this connection, a further object of my invention consists in providing direct con. Vnection between the throttle valve and air inlet valve to insure a positive opening of the latter in `proportion to the opening of the former and in providing a cam and lever connection between the throttle vvalve and the fuel inlet valve.

A still further obj ect of my invention is to provide a fuel inlet vvalve of the needle or graduated pinv type which is normally held in closed or nearly closedqposition by a spring, :being openedv only'through movement ofthe throttle valve of the carbureter and against the tension of the spring. Because of this arrangement, all fluttering of any ofthe valves, with consequent undesirable variations in supply of both air, and fuel, is avoided.

With these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

ln the drawings: v

`Figure 1 is a central vertical sectional view taken longitudinally of my improved carbureter, a portion of the carbureter being shown in elevation to better disclose certain ofthe adjusting mechanisms 5 Fig. 2k is a fragmentary perspective View of the-carbureter, showing the mechanism by which the various adjustments are accomplished;

"Fig 3 is a transverse vertical sectional view taken on the line 3-3 of Fig. 1, lookingl in the direction of the arrows;

Fig.` l is a corresponding section taken on the' line 4 4 of Fig. 1, looking in the direction lof the arrows;

`Fig. 5 is a transverse sectional view taken through. the intermediate speed adjustment mechanism Fig. 6 is a sectional view taken on the line 6-6 of Fig. 5, looking in the direction of the made, the preferred embodiment of my invention, as disclosed in Fig. 1, comprises a substantially L-shaped body 10, the horizontal arm of whichlforms the carbureting chamber 11, and the vertical arm of which forms the outlet passage 12, the vertical arm terminating in a peripheral flange 13 having bolt or screw receivinO openings 14 by means of which the carbureter may be secured to the intake manifold of an engine. The free end'of that arm of the body forming the carbureting chamber 11 is open and formed with an inwardly directed iiange 15 adapted to mate with an outwardly directed peripheral flange 16 formed upon a tubular air inlet pipe 17 which is secured to the body of the carbureter by screws 18 threaded through theflange 16 and into theiiange 15. A web 19 connects the lower portion ofthe carbureting chamber 11, preferably at a point opposite the air inlet tube 17 with the lower portion of a substantially cylindrical vertically disposed float chamber 20 having an open upper end which is closed by a threaded cap 21. The bottom wall of the carbureting chamber 11 is thickened eXteriorly by a longitudinally extending rib or bead 22 which is formed with a longitiul-inal bore 23 communicating at one end with the lower portion of the' float chamber 20 and preferably open at its other end through the end of the bottom wall of the float chamber in order lthat the passage formed by the bore leo may be readily cleaned in case of clogging. This open end of the passage is, of course, ordinarily closed by' a cap screw 24.

The bottom wall of the float chamber 20 is provided with a threaded opening to receive a coupling plug 25 formed with a fuel passage 26, a packing ring 27 being pref- .erably interposed between the lower wall of formed with an opening 32 by means of which a fuel supply pipe may be connected. By loosening the cap 30, the chamber may be swung to receive a supply pipe extending in any direction. This plug 25, at its inner end, is formed with a tubular extension 33 projecting axially of the float chamber and providing a valve seat for the needle valve 34. rlllhe stem of this needle Valve projects through an opening formed in the cap 2l of the float chamber and immediately within the cap is formed with spaced annular shoulders 35. rlhe cap is formed with depending arms 36 between which are pivoted levers 37 the inner ends of which seat between the flanges 35 and the outer ends of which are counterweighted, as shown at 38.

A cylindrical float 39 is positioned in the V float chamber 20 and formed centrally with an axial bore to loosely receive the valve seat 33 and valve and valve stem 34. An inspection of Fig. l of the drawings will show that when the level of liquid fuel in the float chamber reaches a predetermined point, the float will engage the weighted ends 38 of the lever arms 37 and swing them to force the valve stem downwardly and close the needle valve 34. On the other hand, if the level of fuel in the float chamber falls below such point, the float will descend with the liquid and the weighted ends of the lever arms 37 will be permitted to fall and the needle valve 34 will, consequently, be raised to permit fuel to enter the float chamber. y

The. bottom wall of the carbureting chamber 1l of the carbureter, adjacent the air inlet end of the chamber, is formed with a tapped opening to receive the tubularA fuel inlet nozzle 40 which is vertically disposed and which terminates at its upper end at a level a very slight distance above the level of fuel maintained in the float chamber. The upper wall of the carbureting chamber 11. in vertical alinement with the fuel inlet nozzle 40, is formed with an opening to loosely receive the stem 41 of the fuel inlet valve 42 of the needle or graduated pin type7 and a helical spring 43 engaging between the inner face of the top wall of the carbureting chamber and a collar 44 supported upon the valve stem 4l by a pin 45 or other suitable means serves to normally hold the fuel inlet valve in closed position or a position as near the closed position as is permitted by the adjustments of the carbureter.

Supply of air through the air pipe 17 to the carbureting` chamber 11l is controlled by an air inlet valve 46 of the butterfly type mounted upon the shaft 47 which carries a crank arm 48 by means of which the valve may be opened and closed. In like manner, passage of the explosive mixture from the carbureting chamber 11 to the intake manifold is controlled by a throttle valve 49 of the butterfly type carried by a shaft 50 having a crank arm 51 which extends parallel to the crank arm 48. A link 52 connects the free ends of the crank arms 48 and 51 in such a manner that any movement of one valve results in a corresponding movement of the other. A second crank arm 53 is yfixed to the shaft 50 of the throttle valve and when the carbureter is in use is connected to any suitable throttle control rods or other equivalent mechanism. ln addition to the above valves, I preferably provide an additional butterfly valve 54 mounted in the open outer end of the air supply pipe 17 upon a shaft 55 having a crank arm 56. A rod, wire or other connection, notpshown, leads from this crank arm 56 to a point adjacent the crank of the engine or to the dash, according to whether the engine is of the hand started or self-starter type and serves as a means for momentarily shutting off the supply of air to the carbureter when the engine is being cranked in order to insure the supplying of a sufficiently rich mixture of fuel and air to the engine.

The body 10 of the carbureter7 at the point of juncture pf its arm 12 and carbureting chamber 11, is formed with a vertically disposed web or ear 57 and a fuel valve controlling lever 58 is pivotally mounted intermediate its length upon this ear, as shown at 59. One arm of this lever extends longitudinally along the upper wall of the carbureting chamber 11 and is forked at its free end to provide spaced fingers 60 which prfoject one at either side of the extended end of the valve stem 41. The extended end of the valve stem 41 is screw threaded to receive a milled adjusting nut 61 which seats upon the upper edges of the fingers 60 and whichhas a reduced cylindrical extension projecting between the lingers and provided peripherally with longitudinally extending grooves or channels 62. The bight 1,2110 ,ece

or `intermediate portion of v-theforkedterminal of the lever58 is formedwith a recess 63 to yseat a helical spring64 and the inner end of a pin 65. It will be apparent that the spring 64 will constantly hold the pin k6.5 in engagement with the reduced portion'of the milled adjusting nut 6l and that` the pin will consequently seat in one .or the other of the ,grooves of such reduced portion ofthe nut and frictionally lock kthe nut in adjusted position. 1

By proper adjustment ofthe nut 6l, :the fuel valve 42 may be set iny any ldesireclposition and held in such position against the action of the spring 43. This milled nut constitutes the low speed adjustmentof my carburetor and is ordinarily set in such a manner that the valve 42 is slightly open, that is, to such an extent as to permit passageof sufficient fuel .to permit the engine -to run idly` at low speed.

The opposite end of the lever 58 is oset laterally to .extend in spaced relation about the upstandingarm 12 Vof the-carbureter and at its free end is provided with an outwardly directed terminal 66. A; .U'shaped carriage 67 is disposed with its arms above and below the extension or terminal `66 of the lever, the inner faces of the arms engaging the upper and lower faces of such extension and the bight portion of this carriage supports an inwardly directed finger or abutment 68 which may be separately formed andvriveted to the carriage, as shown at 69 in Fig. 5 or which may be formed integrally with the carriage. An adjusting screw 70, having a milled head 71, has its shank threaded through the extension 66 and its free end swivelly connected to the bight portion of the carriage. As will be readily apparent, turning of this adjusting screw will move the bight portion of the carriage toward and away from the extension 66 and, therefore, in effect lengthen or shorten' the lever 58. The adjusting screw is so proportioned that its head is located adjacent the free ends of the arms of the carriage 67 and one of such arms, as best shown in Fig. 5, is formed with a recess 72 to seat a helical spring 7 3 and the inner end of a pin 74 which is constantly held by the spring in engagement with the inner face of the milled head 7l of the adjusting screw 70. The inner face of the head 7l of the adjusting screw is provided with a plurality of radial grooves or channels 75 and the seating of the pin 74 in any one of these channels will serve to frictionally lock the adjusting screw in any position to which it may be turned. Although the operation of the above described adjustment cannot as yet be explained, attention is directed to the fact that it constitutes the intermediate or accelerating adjustment of the carbureter.

That end of the shaft 50 carrying the adjustment. A U-shaped carriage 7 6, which corresponds to the carriage 67, but which,

in this instance also forms-an actuating cam. has its arms disposed at opposite sides of the shaft 50 against which they engage Aand the shank of an adjusting screw 77 .having a milled head 7 8 is threaded through the shaft 50 and swivelly `connected at its free end .to the bight portion `of the cam or carriage 76. This cam is mounted upon the sha-ft in such a manner as to extend substantially horizontally when :the throttle valve is in ,closed position and the adjusting screw 784 is locked by a'sprinfr pressed pin 79, corresponding -to the pin .(4. This cam, .to-

gether ,with its adjusting screw, constitu-tes v the high speed adjustment ofthe icarbureter.

Y l/Vhen the engine is running at low speed, the throttle valve is -nearly closed and the needle valve or fuel `valve is, therefore, opened .only tothe extent for Ywhich the adjusting nut 6l is set. This adjusting nut, therefore,.constitutes the low speed adjustment of the carbureter. By adjusting the carriage 67 to bring the finger 68 more nearly beneath the shaft 50 or more remote therefrom, it is possible to vary the rate of angular movement of the lever 58 with respect to the rate of angular movement of the throttle valve stem and valve, this adj ustment constituting the intermediate speed adjustment controlling as it does the rate of opening of the fuel valve. In like manner, adjustment of the carriage or cam 7 6 will control the extent to which the fuel valve may be opened for a complete opening of the throttle valve and, therefore, this cam constitutes the high speed adjustment of the carbureter. These two adjustments are to a certainv extent dependent upon each other, but by proper adjustment of the two any desired rate of opening and any desired extent of opening of the fuel valve may be attained.

As will be obvious from the foregoing description, when taken in connection with the drawings, an opening of the throttle valve 49 will cause swinging of the cam 76 which engages with the finger 68 of the intermediate speed adjustment carriage and a consequent depression of the free end of the lever 58 and corresponding opening of the fuel valve 42. It will be equally clear that the extent to which the lever 58 will be swung for an. opening of the throttle valve 53 and the re ative rate of movement of the lever with respect to the opening of the throttle valve may be controlled by proper relative adjustmentsof the carriage and cam 76 so that any desired opening or rate of opening of the fuel valve, v'vith respectto opening of the throttle valve, may beattained. Because of this, the carbureter may be readily adjusted not only for lovv and high speeds, but for all intermediate speeds of the engine to insure a proper relative 'supply of air and fuel to the carbureting chamber and passage of mixed air and fuel to the manifold.

It Will, therefore, be clear that I have provided a carbureter in which both the air inlet valve and fuel valve are positively controlled through either direct or indirect connection with the throttle valve and are not dependent upon the suction of the engine or the pressure of the inrushing air o-r fuel. It Will further be clear that in connection With this throttle controlling mechanism for the fuel and airl valves, I-have provided loW, intermediate and high speed adjustments for the fuel valve .of such a nature that the carbureter may be adjusted to operate properly for all speeds of the engine.

Although I have illustrated and described my improved carbureter in all its details of construction, it Will, of course, be understood that various minor changes, Within the scope of the 4appended claim, may be made at any time, Without in the slightest degree departin from `the spirit of my invention.

Iaving thus described the invention, What is claimed as new is:

In a carbureter, a reciprocally mounted fuel valve normally held in one position, a throttle valve having a rotating valve stem, a lever pivoted intermediate its length and operatively engaging the fuel valve by one end whereby movement of the other end in one direction Will cause opening of the fuel valve and in the other direction Will permit closing thereof, a projecting member mounted upon the other end of the lever, a cam member mounted upon the throttle valve stem in a vertical plane With they projecting member, means for adjust` ing the projecting member to in effect increase or decrease the length of the lever, and means for adjusting the second cam member in a direction parallel to the adjustment of the projecting member.

In testimony vvhereof I afliX my signature.

osoAR vof. ERICKSON. [1.a]

Copies of'this patent may he obtained for ve cents each, by addressing the Commissioner of Patents,

- Washington, D. C. 

